Railway signaling.



No. 792,900. PATENTED JUNE 20, 1905.

" E. G. IRVING.

RAILWAY SIGNALING.

APPLIIOATION FILED MAR.14, 1903.

2 SHEETS-SHEET l.

No. 792,900. PATENTED JUNE 20, 1905. E. G. IRVING.

RAILWAY SIGNALING.

APPLICATION FILED MAR. 14, 1903.

2 SHEETSSHBBT 2.

Wiinesses, fiweniur',

Patented June 20, 1905.

. ERNEST COPELAND IRVING, OF WESTMINSTER, ENGLAND, ASSIGNOR- OF ONE-HALF TO JOHN PATRICK ODONNELL, OF WESTMINSTER,

ENGLAND.

RAILWAY SIGNALING.

. SPECIFICATION forming part of Letters Patent No. 792,900, dated June 20, 1905.

Application filed March 14, 1903. Serial No. 147,855.

To all whom, it may concern.-

Be it known that I, Enuns'r COPELAND IR- VING, residing at Palace Chambers, Vestminster, in the county of Middlesex, England, (whose post-oflice address is Palace Chambers, Westminster, in the county of Middlesex, England,) have invented certain newand useful Improvements in Railway Signaling; and I do hereby declare the following to beat full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

In certain circumstances in railway signaling-for example, where the tratfic is not heavy-it is unnecessary to keep a signalman constantly in the signal cabin, and in such cases it is customary for the signalman to pull over his signal-levers, so as to lower the signals to safety. He then locks up and leaves the signal-cabin until the traffic requirements again necessitate his presence. With my invention the levers are pulled over and the signal-cabin is closed, (when desired;) but the signal-cabin, although closed, still remains as a block-section and is cutout of service, as under the existing conditions, where, assuming three cabins A, B, and O and B to be the cabin vacated,under the existing method of working B would be closed and entirely cut out of service and the block-section would run from A to C. With my invention, although cabin B is closed, yet the intermediate block-section B is still left for the service of trains-that is to say, the signals of the sections A B and B (J (vice versa) operate as though the cabin B were not closed.

My invention consists, essentially, in means whereby when the signalman leaves the cabin, as above described, the signals will be automatically operated and controlled by the passage of trains or vehicles over the track governed by said signals.

The invention comprises means for enabling the signals to be operated either by the signalman by the usual levers and mechanical (wire or rod) connections or automatically by a train or vehicle by means of any of the known powers, such as electric, pneumatic,

the signals are worked by pneumatic or electric power or by a combination of electric and pneumatic power set up by the signalman operating a lever or slide in the signal-cabin, which sends a current of air or electricity to the motor or other apparatus at the signalpost, through which the signal is operated or controlled.

In carrying out the invention where the usual levers in the signal-cabin and mechanical (wire or rod) connections are employed I provide on the signal-post (or at any convenient position) one of the well-known slot or coacting mechanisms, either of the drop-ofl' or pull-off type or any other convenient form of mechanism in which a combination of movements is necessary in order to actuate the signal or other part to be operated. For the purposes of description I use the drop-off slot as being the type most in use.

The accompanying drawings illustrate two applications of my invention.

Figure 1 is a diagrammatic view showing the arrangement for working a signal either by means of the usual lever in the signal-cabin and mechanical (wire and rod) connections to the signal-arm or pneumatically by fluid-pressure admitted froma main supply-pipethrough electromagnetic or electropneumatic valve devices controlled by an electric track-circuit. Fig. 2 shows an enlarged view of a well-known type of mechanical drop-01f slot, also shown in Fig. l, on the signal-post. Fig. 3 is a diagrammatic view showing a method of working signals pneumatically both for the normal working by the Signalman and for the automatic working when the cabin is closed.

Referring now to Figs. 1 and 2, to one lever, 1, of the slot mechanism is attached the wire connection 2 from the ordinary mechanical lever 3 in the signal-cabin. Another lever, 4, of said slot is connected to the pistonrod 5 of a pneumatic cylinder or motor 6. 7 and 8 are the compressed-air pipes connected,

respectively, to the top and bottom of cylinder 6 and also connected, respectively, to electromagnetic valve devices9and 10,through which the supply of fluid-pressure from the main supply 11 to cylinder 6 is controlled through the track-circuit 13, relay-magnet 14, and battery 15. The electromagnetic valve 10 is of well-known construction, (and therefore needs no detailed description herein,) being so arranged that when its magnetis energized compressed air is admitted from the main supply 11 to branch pipe 8 and to the bottom of cylinder 6, so that the piston in said cylinder is moved and through piston-rod 5 moves the lever 4 of the mechanical slot up into the position shown in Fig. 1, this being the normal condition when the signal-cabin is open and the signal being operated by the signalman by means of the ordinary mechanical lever 3. The electromagnetic valve 9, however, is so constructed and arranged that when its magnet is energized the supply of compressed air from main 11 is cut off; but when said magnet is deenergized compressed air is admitted from 11 to branch pipe? and to the top of cylinder 6, so as to move the piston therein and (through the piston-rod 5) the lever A of the slot to the position shown in Fig. 2. The detailsof construction of the electromagnetic cut-ott valve 9 and its action are fully described and shown in the specification and drawings accompanying my application for a patent thereon executed on the 3d day.

of March, 1903, and filed in the Patent ()flice under Serial No. 147,856; but it will be readily understood by those skilled in the art to.

which itappertains that any other suitable form of cut-off valve that will perform the functions of the valve device 9 as described may be employed in place of valve 9. 16 is the track-circuit battery, and 17 is the lever of the mechanical slotting apparatus that operates the signal-arm 18-, to which it is connected by rod 19 in the well-known manner. 20 is the armature of relay 14:, which normally makes contact at 21, thus completing the circuit through battery 15, through wires 22 23 and 24 25, and through the electromagnetic valves 9 and 10, whose magnets are energized, so that compressed airis admitted to the bottom of cylinder 6 through 10, but is cut off from the top of said cylinder by 9, the top of the cylinder being open to exhaust through 9.

Referring now to Fig. 3, L is a signal-operating lever or bar, which is connected by link i) to the machine slide-valve V. The main compressed-air-supply pipe X and the signal-operating pipes 0 and p are connected to ports in the seat V of the machine-valve V. The'operating-pipes 0 and p are respectively connected to beneath the diaphragms of relay-valves R- R adjacent to the signalpost, and the main air-supply X is also connected by branch X to an air-inlet port in each of said diaphragm relay-valves R R A pipe f connects relay-valve R to beneath the piston of the signal-operating cylinder A and a pipe 6 connects relay-valve R to the top of cylinder A at is the return indicationpipe connecting cylinder A ,with the diaphragm of a relay-valve R, which latter is connected by a pipe 1 to the indication-cylinder 1 A pin or roller 41 connects the piston-rod of cylinder 1 with a slot Z in the operating lever or bar L in the signal-cabin. Z is the slot in lever or bar L, to which the interlocking tappet H is connected by a pin or roller it.

All the parts above referred to with reference to Fig.3 are identical to the correspondingly-marked parts described and shown in the prior specification of'Letters Patent No.

64:7, t83, and perform precisely the same functions, and therefore require no detailed description herein.

In the application of the present invention as shown in Fig. 3 there is provided in the operating lever or bar L an additional slot 26, consisting of an upper horizontal portion 27 and a downwardly-sloping portion 28. A cylinder 29 is provided in connection with this slot 26, the piston of said cylinder acting in said slot by means of a roller or pin on the piston-rod resting in said slot. A special lever or bar 30, hereinafter called the kinglever, is provided in the interlocking apparatus, which lever when pulled over or operated after all the other signal-levers (relating to that particular line or section of the railroad) have been pulled over or operated so as to lower the signals to the safety attitude locks all of said levers in their worked or over position by means of tappet interlocking mechanism of the well-known type, said king-lever being provided with a slot 31,

in which works a locking-tappet similar to the slot Z and tappet H in connection with lever L, above referred to. ver 30 is connected, by means of a link, a slide-valve 32, which is similar to the valve V connected to lever L, the only difierence between the valves 32 and V being that the ports in the latter, to which the operatingpipe 1) is connected, are omitted or plugged up in valve 32. The main fluid-pressure supply X is connected to a port in the seat 33 of valve 32, as in the case of valve V, and a pipe 34 connects a port in the seat of said valve (corresponding to the port in the seat V of valve V, to which the operating-pipe 0 is connected) with a diaphragm relay-valve 35 and through said valve to the signal-operating pipe go through a three-way valve 36. The valve 35 is identical in all respects to the relay-valves R, R and R above referred to, and the construction and action of the three- Way valve 36 are also well known. A pipe 35 and is connected to a port in the electro- To the king-le .Fig. 1.

49, as shown.

magnetic cut-off valve 38.v The valve 38 is identically the same in all its details as valve 9 hereinbefore referred to in connection with Branch 00 of the main supply-pipe X is connected to a port in cut-off valve 38, said branch 00 being also connected to the indication relay-valve R. Pipe 37 is also connected by a branch 39 to beneath the diaphragm of a pneumatic cut-off valve 40 and by a branch 41 to the cylinder 29, as shown. The construction and action of the valve 40 are well known to those skilled in the art, the main difference between valve 40 and the ordinary relay-valves R lit R being that when the diaphragm of said valve 40 is actuated by fluid-pressure so as to operate the valve the passage of compressed air through 40 is cut off, whereas with the valves R R R such actuation of the diaphragm and valve permits the passage of the motive fluid or compressed air through R, R or R, as the case may be.

At the lower part of Fig. 3 is shown the insulated track-section. 42 represents the rails, which are insulated at 43 in the wellknown manner. 44is the track-battery, which is connected to one of the rails 42 by wire or connection 45 and to the other rail by wire or connection 46. 47 is a track-relay connected to the rails 42 by Wires or connections 48 and 50 is the armature of relay 47, which armature normally makes contact at 51, thus completing an electric circuit through battery 52 and wires 53 and 54, thus energizing the magnet of the electromagnetic cutoff valve 38, whereby the admission of compressed air from branch m of main supply X to pipe 37 is prevented.

The working of my invention may be described as follows: Referring first to Figs. 1 and 2 and assuming the ordinary manual working by the signalman, it will be seen that when there is no train on the block the motive fluid (compressed air) is normally admitted to cylinder 6, operating the piston therein to move it to the top of the cylinder and through the piston-rod 5 moving the lever 4 of the mechanical slotting or coacting apparatus to the position shown, (thus performing one-half of the operation necessary to lower the signal-arm 18 to the safety position.) On the Signalman now pulling over or operating lever 3 he will, by means of wire 2, operate the lever 1 of the slotting apparatus, moving said lever up to the corresponding position to that of lever 4, thus permitting lever 17 of said slot to drop, (lever 17 was prevented dropping previously by its cross-piece 1'7 resting on counterbalanced lever 1,) which acting by means of rod 19, connected to lever 17 and to the signal-arm 18, lowers arm 18 to the safety position. If now the circuit through relay 14 is brokenfor instance, by the entrance of a train or pair of wheels and their axle on the insulated track-section 13the relay-magnet will be deenergized and the contact broken at 21, thus breaking the circuit through the valve devices 9 and 10, so that the magnet of 10 is deenergized and the valve will move to the position to cut off the passage of compressed air from the main 11 and at the same time opens pipe 8 and cylinder 6 to exhaust to the atmosphere. At the same time the deenergizing of the magnet of cut-off valve 9 causes the valve to move to the position in which compressed airis admitted from main supply 11 through valve 9 to the pipe 7 and into the top of cylinder 6, whereby the piston in said cylinder is forced down and through piston-rod 5 draws or forces lever 4 down to the position shown in Fig. 2, which action moves lever 17 of the slot up again to the position shown in Figs. 1 and 2, and thus replaces the arm 18 to the danger position, as shown in Fig 1. Now assuming the signal-cabin to be out of use, the signalman pulls over or operates all the signal-levers relating to the line or lines signaled from said cabin, and thus lowers all the signals to the safety attitude. He then locks and leaves the signal-cabin. The entrance of a train or vehicle into the insulated track-section 13 and its departure therefrom will now automatically operate the signals relating to that particular section of the track. Assuming the running direction to be as shown by the arrow, Fig. 1, on a train or vehicle entering on the left-hand end of the track-circuit 13 the relay-magnet 14 will be deenergized, allowing its armature 20 to drop, so breaking the contact at 21 and interrupting the circuit through the valve devices 9 and 10,whereby the motive fluid (compressed air) is exhausted from beneath the piston in cylinder 6 through pipe 8 and valve 10 to the atmosphere, and at the same time compressed air is admitted from main 11 through valve 9 and pipe 7 to the top of cylinder 6, thus forcing down its piston and moving the signal arm to the danger position, as hereinbefore described. On the train or vehicle passing clear of track-circuit 13 to the right the circuit will be again completed through relay 14, the contact will be remade at 21, and the circuits through electropneumatic valves 9 and 10 again completed, so that the passage of fluid-pressure from main 11 through valve 9 to cylinder 6 will be cut off, and said cylinder will be opened to exhaust to the atmosphere through pipe 7 and valve 9, and at' the same time the valve 10 will operate to admit fluid-pressure from main 11 through pipe 8 to beneath the piston in cylinder 6, whereby lever 4 will be moved up to the position shown in Fig. 1. Seeing that the slot-lever 1 is already in the corresponding position to that of lever 4 in Fig. 1. (lever 1 having beenmoved to that position by the Signalman having pulled over his lever 3 and left it in that position when he closed the signal-cabin,) the admission of compressed air through valve 10 and pipe 8 to cylinder 6, as

above described, will cause the signal-arm 18 to assume the safety position, as slot-levers 1 and t are both in the raised position of lever 1, Fig. 1, so that slot-lever 17 can now drop, (its cross-piece 17 being free of levers 1 and 4,) and so moves signal-arm 18 to the safety position ready for the approach of another train.

It will be seen from the foregoing that in the case of the manual Working the normal position of the signal-arm 18 is at danger, whereas in the automatic working the normal position of the signal is safety.

A special lever may also be provided in connection with the arrangements shown in Fig. 1, so that when the signal-levers (as 3) have been pulled over or operated so as to lower the signals to safety the special lever might be operated so as to lock (by'the usual tappet interlocking mechanism) all the signal-levers in the pulled-over or safety position, and said special lever may be locked in its worked position by means of a padlock or the like, the key of which the signalman carries with him when he shuts up and leaves the signal-cabin. On reopening the signal-cabin the signalman reverses or moves the signal-levers to the normal position, (after first reversing the special lever, where such is provided,) thereby replacing all the signals to danger ready for the ordinary manual working of the system.

Referring now to Fig. 3, which shows the arrangements for operating the signals pneumatically both for the manual and the automatic working, the manual working by the signalman is practically identical in all respects with the working of the corresponding apparatus described with reference to Fig. 20 of the prior patent, No. 647,488, commencing at line 51, page 7, of the specification of said prior patent, and may be briefly summarized as follows: The lever or bar L is shown in its worked or reversed position, to which it has been moved by the signalman pulling handle L". This movement of bar L has through link 1) shifted the slide of valve V to the position in which the valve connects the motive-fluid-supply pipe X with the operating-pipe 0, through which the compressed air passes to beneath the diaphragm of relay-valve R raising said diaphragm and opening ports in the valve,through which compressed air from the branch X of main supply X is admitted to pipe f and through the latter to the cylinder A whereby the piston in said cylinder is raised and through rod lowersthe signal-arm A to the safety position, as shown. When he wishes to replace the signal-arm A to the horizontal or danger attitude, he pushes bar or lever L in the reverse direction to that of the arrow, Fig. 3, until the roller or pin of the piston-rod of cylinder 1 comes against the shoulder or stop Z" of slot Z In this position the supplypipe X is connected with the pipe 12 through said valve V and the pipe 0 is connected to the atmosphere through valve V, so that the compressed air is exhausted from beneath the diaphragm of R which thus cuts off the supply of pressure from X to cylinder A and opens the latter and pipe f to exhaust through valve R while at the same time the supply X is connected to pipe 19 through valve V, so that compressed air is admitted to beneath the diaphragm of relay-valve R at the signalpost, raising said diaphragm and actuating the valve so as to open ports, whereby pres sure is admitted from branch X of supplypipe X to pipe e and through the latter to the top of cylinder A thus forcing down the piston A in said cylinder, which, through rod a draws or moves the signal-arm A back to the horizontal or danger position. Gompressed air now passes from cylinder A through pipe at to beneath the diaphragm of relay-valve R, operating said valve so as to admit compressed air from branch 12 of supply-pipe X through pipe r to cylinder 1 raising the position therein and moving the roller 6 on the piston-rod (which roller, as before mentioned, was resting against shoulder Z up in the diagonal or sloping part Z of slot Z thus automatically completing the return stroke of bar or lever L to the normal position and indicating that the signal has gone to danger. This automatic movement of lever L completing its stroke gives the tappet H its final movement, thus efiiecting the release or interlocking of other levers in the interlocking apparatus precisely in the same way as described and shown in the prior patent, No. 647,483.

Should a train or vehicle enter on the insulated track-section 4:2 with the apparatus in the condition shown in Fig. 3, the signal beingin the safety position, the relay 47 will be deenergized and the armature 50 will drop, breaking contact at 51, thus deenergizing the magnet of cut-off valve 38, which valve is thus actuated to admit compressed air from branch of main supply X to pipe 37, and through pipe 11 to cylinder 29, forcing up the piston therein, which, through the roller or pin on the piston-rod acting on the sloping part 28 of slot 26, moves lever or bar L and the slide of valve V in adirection opposite to that of the arrow, (toward normal,) thus opening pipe 0 to exhaust and. at the same time admitting compressed air from main X to pipe 19, whereby the signal-arm A is automatically replaced to the horizontal or danger position and the return indication -current of air through pipe 42 (when the signal has moved to danger) to indication-cylinder 1 automatically completes the return stroke of lever L to the normal position, as above described. It will be seen that when the signal is automatically replaced to danger by the entrance of a train on the insulated track-section, as just described, the bar or lever L is automatically moved through its complete stroke from the over or reverse position to the normal position, one half of the movement being performed by the piston of cylinder 29 and the other half or completion of the stroke by the piston of indication-cylinder 1 When it is desired to close the signal-cabin and still have the signals Work for the regulation of traffic, the signalman pulls over all the signal-levers in the interlocking a iparatus relating to the line or section of railway controlled by said cabin to the position corresponding to that of lever L, Fig. 3, thus lowering all the signals to the safety attitude. The signalman then pulls over or moves the king-lever 30 to the position corresponding to that of lever L, Fig. 3, in which position the valve V connects the fluid-supply pipe X with the operating-pipe 0, and this action operates valve 32 so as to admit compressed air from the main X through said valve 32 to the pipe 34, the passage of the compressed air in 34 through diaphragm-valve 35 being prevented by the position of said valve. There is now a supply of compressed air from the main X in pipe 34 ready for admission to the cylinder A to operate the signal. The operation of the king-lever 30, as above described, by means of slot 31 acting on its tappet locks all the other signal-levers, such as L, in the pulledover or worked position, and the Signalman can lock lever or bar 30 in the over position (shown in Fig. 3) by means of a padlock or the like, the key of which he carries with him when leaving the cabin. The Signalman now closes and leaves the cabin.

Assuming the cabin to be closed, as above described, and that a train or vehicle enters on the insulated track-section 42, the circuit through relay 47 will be broken, the relaymagnet will be deenergized, and the armature will drop, breaking the contact 51, so that the magnet of the electropneumatic cut-off valve 38 will be deenergized The electropneumatic cut-off valve 38, being thus denergized, is actuated so as to open ports and passages in said valve, through which compressed air is admitted from branch 0 of main supply X to pipe 37 and to beneath the diaphragms of valves 40 and 35. The valves 40 and 35 are thus actuated, the former to cut off the supply'of motive fluid from the main supply X. through pipe 0 to beneath the diaphragm of relay-valve R at the signalpost and the latter (valve 35) to open communication between pipe 34 and diaphragm of relay-valve R at the signal-post through three-way valve 36 and pipe 9. The operation of cut-0E valve &0, as just described, opens pipe 0 to exhaust to the atmosphere through said valve, thus causing the 7 diaphragm of relay-valve R to drop and the valve to be moved to open pipe f and cylinder A to exhaust to the atmosphere through valve R and at the same time the operation of valve 35, as described, admitting fluid-pressure to beneath the diaphragm of relay-valve at the signal-post, moves said valve to the position in which it opens communication between branch X of main supply X and pipe 6, whereby compressed air from the main supply is admitted to the upper end of cylinder A forcing down the piston therein, and through connection a to the signal arm raises the latter to the horizontal or danger position.

The electromagnet of cut-off valve 38 is also deenergized by the breaking of the circuit at 51, and said valve is thus operated to admit compressed air from the branch 00 of main supply X to pipe 41 and cylinder 29; but this admission of compressed air to cylinder 29 does nothing, because lever L being locked in the worked position, as shown, by mechanical lock the piston in cylinder 29 is securely held in the position shown at the bottom of the slot 28 and cannot be forced up in said slot so long as the lever is locked in the position shown.

When the piston in cylinder A has been actuated to replace the signal arm A to danger, as described, compressed air passes from said cylinder through return indication-pipe n to beneath the diaphragm of indication relay-valve R, (as previously set forth in connection with the manual working,) operating said diaphragm and moving the valve to the position in which it admits compressed air from branch 02 of the main supply X and through to pipe r to cylinder 1 This admission of compressed air to cylinder 1, however, does nothing, because the piston in said cylinder is locked in the position shown by means of the horizontal portion of the slot Z in lever or bar L acting on roller or pin 2' on the piston-rod. When the train or vehicle passes clear of the insulated tracksection, the circuit will be again completed through relay 47, which again attracts armature 50 and remakes the contact 51, thus setting up the current from relay-battery 52 and completing the circuit through the electropneumatic cut-off valve 38, the magnet of valve 38 is thus again energized, attracting its armature and operating the valve so as to close communication between main supply branch 92 and pipe 37, which latter is opened to exhaust through valve 38, and consequently the compressed air is exhausted from beneath the diapbragms of valves L0 and 35. The pressure on the diaphragms of valves L0 and 35 being thus relieved, valve 40 operates to again admit compressed air from the main X, through the machine-valve V and pipe 0, to beneath the diaphragm of relay-valve R at the signal-post, which relay-valve is thus actuated to again admit compressed air from main-supply branch X to cylinder A thus again lowering the signal arm A to the safety position, (shown in Fig. 3,) as hereinbefore described, at the same time valve 35 has been operated, so that the passage of compressed air from pipe 34: through said valve and through three-way valve 36 and pipe 12 to relay-valve R at the signal-post is cut off, said relay-valve being thus actuated to cut olf the passage of compressed air from branch X to the upper end of cylinder A and to open the cylinder to exhaust to the at mosphere through pipe 6. The signal has thus been automatically placed at safety by the train or vehicle passing clear of the insulated track-section to which said signal relates.

It should be observed that when diaphragm valve 35 is actuated to admit compressed air from pipe 34 to relay-valve R through pipe 19 the slide or piston of three-way valve 36 is shifted by the air-pressure to the position in which it cuts off communication between pipe 34 and that part of pipe 19 connected directly to the machine-valve V This position of the three-way Valve slide or piston is shown by dotted lines. On the other hand, when compressed air is admitted from main supply X through machine-valve V and pipe 10 to relay-valve R the piston or slide of the three-way valve 36 is moved to the opposite position to that shown, thus closing communication between pipes 19 and 34.

Although the special locking or king lever was hereinbefore described as retaining or holding the block-signal levers in the reverse position, yet it may be necessary to lock the levers in the normal position, and such locking device or king lever may equally be used for locking levers in the normal position, as described with reference to the reverse position.

Briefly, various alterations may be made in the details and arrangement of the parts hereinbefore described, and shown on the annexed drawings, provided the functions and operations set forth are retained, without departing from the main feature of the invention.

What I claim as my invention, and desire to secure by Letters Patent, is-- 1. In railway signaling apparatus, the combination with a signal, of manually-controlled mechanism for setting and resetting said signal, automatic means for setting and resetting said signal, and means for setting said signal apparatus for said automatic operation.

2. In railway signaling apparatus, the combination with a signal, of manually-controlled mechanism for setting and resetting said signal, an electric circuit including an electromagnet for automatically setting and resetting said signal, and means for setting said signal apparatus for said automatic operation.

3. In railway signaling apparatus, the combination with a signal, of manually-controlled mechanism for setting and resetting said signal, an electric circuit including therein the rails of a section of track and an electromagnet, means controlled by the electromagnet for automatically setting and resetting said signal, and means for setting said signal apparatus for said automatic operation.

4. In railway signaling apparatus, the combination with a signal, of manually-controlled mechanism for setting and resetting said signal, an electric circuit including therein the rails of a section of track and an electromagnet, means controlled by the electromagnet for automatically setting and resetting said signal, and means for setting the signal apparatus for said automatic operation by the making or breaking of said circuit.

5. In railway signaling apparatus, the combination with a signal, of manually-controlled fluid-pressure apparatus for setting and resetting said signal, a manually-operated controller therefor, an electric circuit including therein the rails of a section of track and an electromagnet, an electromagnetic valve controlled by said electromagnet for controlling said fluid-pressure apparatus for operating said signal automatically, and a manuallyoperated means for setting said signal apparatus for said automatic operation.

6. In railway signaling apparatus, the combination with a signal, of manually-controlled fluid-pressure apparatus for setting andresetting said signal, a manually-operated controller therefor, an electric circuit including therein the rails of a section of track and an electromagnet, an electromagnetic valve controlled by said electromagnet for controlling said fluid-pressure apparatus for operating said signal automatically, and a manually-operated means for setting said signal apparatus for said automatic operation when the said manual apparatus is set in one position.

7. In railway signaling apparatus, the combination with a signal, of a cylinder having a piston adapted to be actuated by fluid-pressure, connections between the signal and said piston, a fluid-pressure supply, manual means for setting and resetting said signal by said fluid-pressure supply, an electric circuit including an electromagnet, means for making and breaking said circuit by the position of a train, an electromagnetic valve energized and deenergized by said circuit to control fluidpressure to said cylinder for automatically setting and resetting said signal, and means for setting the apparatus for said automatic operation.

8. In railway signaling apparatus the combination with a signal, of a cylinder having a piston adapted to be actuated by fluid-pressure; connections between said signal and said piston to operate the former; connections between a fluid-pressure supply and both ends of said cylinder, whereby the piston is operated in both directions; a normally closed electric circuit, including therein the rails of a section of track and an electromagnet and its armature, adapted to be broken by atrain upon said track; valves operated by the breaking and making ofsaid circuit to admit air to the end of the cylinder, respectively, whereby said signal is set automatically at danger and safety, respectively; and manually-operated means for independently operating said signal, adapted when in one position to set the apparatus for said automatic operation.

9. In railway signaling apparatus the combination with a signal, of signal-operating mechanism adapted to be operated by fluidpressure; an electric circuit including an electromagnet and its armature; valves adapted to be operated by the making and breaking of said circuit to connect said signal-operating mechanism with said fluid-pressure supply, whereby said signal is automatically moved to its two positions, respectively; and manually-operated means for connecting said fluid-pressure supply with said signal.

10. In railway signaling apparatus the combination with a signal, of signal-operating mechanism adapted to be operated by fluidpressure supply; an electric circuit including an electromagnet and its armature; manuallyoperated means for connecting said signal-operating mechanism with said fluid-pressure, whereby said signal is set at either safety or danger; valves adapted to be operated by the making and breaking of said circuit; connections for a fluid between said valves and said signal-operating mechanism; means for connecting said valves with said fluid pressure supply, when said manually-operated means is at safety, whereby said valves automatically admit fluid-pressure to said signal-operating mechanism to operate said mechanism whenever said circuit is made and broken, respectively.

11. In railway signaling apparatus the combination with a signal, of signal-operating mechanism adapted to be operated by fluidpressure supply; an electric circuit including an electromagnet and its armature; valves adapted to be operated by'the making and breaking of said circuit to connect said signal-operating mechanism with said fluid-pressure supply, whereby said signal is automatically moved to its two positions, respectively; independent manually-operated means for connecting said fluid-pressure supply with said signal; and means for locking said manually-operated means in the position of said parts in which the apparatus is set for its automatic operation.

In testimony whereof I affix my signature in presence of two witnesses.

ERNEST COPELAND IRVING.

Witnesses:

D. W. SIMsoN, WALTER E. ROCHE. 

